Wing for aeroplanes, flying, boats, &amp;c.



. P. BROOKE.

WING FOR AEROPLANES, FLYING BOAAIS, Km.

APPLICAUON FILED 0m31.191s.

MEMM@ Patented Apr; 3o, 1918.

5 SHEES-SHEET l.

T. P. BROOKE.

WING FOR AEROPLANES, FLYING BOATS, 6m.

Patented Apr.

APPLICATIYON FILED OCT- 3l i923.

T. I. BROOKE.

WING FOR Amon/INES, FLYING soms, am.

APPLICATION FILED OCT- 3l. 1913 Patented Apr. 30, i918.

5 SHEETS-SHEET 3.

T. P. BROOKE.

WING FOR AEROPLANES, FLYINGV BOATS, Gac.

APPLxcATmN man ocr. 31. |913.

LQAQ. Patented Apr. 30, 11918.v

5 SHEETS-SHEET 4.

T.P.BR00KE WING FOR AEROPLAIIESl FLYING BOATS, Gac.

, APPLICATION FILED OCT. 21.1913. y

Patented Apr. 30, 1918.

-5 SHEEISI-SHEET 5.

accomplishment of other new and useful ci.

t in tiran THOMAS IP. BROOKE, OF CHAGO, LLINCIS, ASSCGNVFJ 'lO THEBRUDER AlllEt-GRLF COMPLNY, A. CORPBATEN 0F DLELil'li/'tB/E.

WNGFOFt AERQLANES, l'iLYING-BATS, die

specication of Letters ltatentednpr.. 3Q, little,

Application. tiled etcber 31, l9`3. Serial No. 798,392.

,To all ywho/rt 'it ymay omer/1..'

13e it known that l, 'lnfuuns l. BROOKE, a citizen of the United States,residing at Chicago, in the county of Cook and State of lllinois, haveinvented certain new and use ful Improvements in Wings for Aeroplanes,Flying-Boats, &c., of which-the following is a specification.

This invention relates to `improvements in wings for aeroplanes, flyingboats, etc., and one of the objects of the invention 1s to im prove,simplify and strengthen the construction of the same..` with a view toincreasing to a maximum, the efficiency, as 'well as the directionalstability and safety thereof, and at the saine time develop in the lanesinherent tractor torce of soaring bir s, whereby the wings will have anupward and forward pull while in flight, thereby reducing to a minimumthe power necessary to propel the machine.

A further object ofthe invention is to provide an improved machine ofthis character having means for overcoming excessive dangerousoscillation of the machine, and for preventing the upsetting thereof, bythe wind pressure, while'the machine is 1n flight.

A further object is to provide an imp body construction for the wingsand sur' faces of the machine.

To the attainment of these ends, and the W. jects as will appear, theinvention. consists in the features of novelty in substantially theconstruction. con'ibination and arrangement of the several parts,hereinafter more fully described and claimed, and shown in theaccompanying drawings illustrating` the in ven-tion. ln the drawings thewings are shown as being connected with a boat body, but it is to beunderstoodvthat they are equally well adapted for use in connection withany form of aeroplane, whether b1- plane, monoplane, triplane or thehke. ln the drawings- Figure 1 is a front elevation of a forni of aircraft having wings constructed in accordance with the principles of thisinvention connected therewith.

Fig. 2 is a side elevation of the parts shown in Fig. 1.

Fig. 3 is a top plan view of Figs. 1 and y Fig. 4 is a detail frontelevation of the front portion of chine showing some of the parts indifferent A positions.

Fig. 5 is a bottoni plan view of a portion of the machine.

Fig. G is a detail sectional. riew taken on line 6-6 Fig. 5.

Fig. 7 is a detail sectional vieuv taken on line 7-7 Fig, 5.

Fig. 8 is a detail elevation of one of the air chambers in the body ofthe machine.

Fig. 9 isa detail diagrammatic view of one of the planes or wings.

Fig. 10 i a detail elevation of the ends of the wings or planes.

Fig. 11 is a detail sectional view as taken on line 1111 Fig. 2.

Fig. 12 is a detail view as taken on line ifa-.ie rig. 1i.`

Fig. 13 is a sectional view of the tiller or control for the tail plane,rudder and ailerons.

Figs. 14, 15, 16, 17, and 18 are plan views of details of the control.

Fig. 19 is a detail sectional view on line isi-i9 Fig. 13.

Fig. 9.0 is a detaill sectional view taken on line .20-20 Fig. 13.

Fig. 2l is a top plan view of the control, showing the cables connectedtherewith.

Fig. 22 is a plan view with parts. broken away showing the details ofconstruction of.

ranged so as to form rearward dihedral an-v gles, the latter being atsubstantially 180 degrees.v By v the use of the rearward dihedralangles, a greater range or shifting of the centerl of gravity of themachine may be obtained, without affecting the longitudi nal stabilityof the machine.

The wings or planes 2G. 28 are of a single surface formation, with bothfaces construct the body or car of the ma red on the same curves.parallel and close together so that the entire wing wil be thin vand atthe same time light, rigidan` strong in construction. That is to say,each ofthe wings embodies a body portion comprising a fra-me havingbraces or ribs 99 incorporated therein, and which ribs are-parallel andextend lengthwise of the frame, and to the lower faces of this frame,thus formed, the rigid wing surface is secured. In order to produce suchrigidity and at the same time produce a wing body which will not bedistorted or change its form after once being shaped, so as to alwaysinsure a maximum and uniform efficiency, the wings and surfaces arepreferably of a veneer construction.

Each wing-surface comprises a series of laminations, the laminas 96, 97being constructed preferably of tough paper or any other fibrousmaterial, while the inner lamination is preferably constructed offabric.

All of these parts are firmly secured together by suitable fasteningmeans, such as glue, cement or the like, and result in a constructionwhich possesses, as nearly as possible, the rigidity of metal.

With this construction it will be mani.- fest that an effective andrigid single surface wing may be produced and is more advantageous thana soft distortable surface, such as fabric or the like, inasmuch as anysoft or distortable surface, by being distorted loses' a greater part ofits eiheienc'y.

The wings or planes are so shaped that an upward and forward pull willbe exerted aft the front of the wing, while the rear of 'the wing isshaped, that in conjunction with the rearward dihedral angle thereof,the action of the air on the wing while in flight, will cause the wingto automatically aright itself. To accomplish this, the front of thewing is shaped to preferably form a substantially 70 degree are of atrue circle, as designated at 30, vthe chord 30a of this arc is of alength substantially equal to one-fourth of the wing chord. From the end30b of the are chord, the wing extends at a tangent and substantiallystraight, as at 31, to a distance substantially twice the length of thechord 30a of the are 30, and terminates in a sliglit negative up-turnedcurve 31, forming a rigid 11p-turned portion, and all combined toproduce an upward lift and forward pull representin the inherent trac;tor force of soaring bir s, and also a selfrighting action to the wing.This structure also imparts to the wing a further and greater liftingcapacity from the impactof the air currents on the under face of thetangent or straight portion 313L of the wing, while the negative curve81 serves the function of balancing or automatically arighting the wing.l

l't will be noted that by this construction of wing surface, there willbe provided a upwardly at a sharp angle.

deep camber close to the leading edge of the wing and on the undersidethereof, with the result that the air currents will be deflectedThis will cause an. area of low pressure or partial vacuum to be formedabove and close to the leading edge of the wing, thereby causing thewing to be drawn or sucked in an upward or forward direction, therebyreducing to a minimum the power or force necessary to propel themachine.

By virtue of the rearward dihedral angle of the wings, the entire11p-turned or negative rigid curved portions of the rear of the Wingstand back ofI the nieta-center of the machine.

Should the propelling force for any reason fail, the machine will, byvirtue of this shape and arrangement of the wings, automatically assumea forward gliding angle, and the machine will be drawn forwardly anddownwardly by the force of gravity with ever increasing speed, until thepressure of the horizontal air currents upon the rigid up-turned rearportions of the wings, which latter have by such action of the machinebeen elevated to be presented to a greater angle to the horizontal aircurrents, automatically depress the rear of the wings, turning themabout the lateral meta-center of the machine, to elevate the leadingedges of the wings, to cause the wings to be returnedto a horizontalposition. T he momentum gained by this liding action is expended in aforward an horizontal direction and the above action is repeatn ed untilthe machine reaches the ground.

The lateral stability or self-rightingcifect is produced in the wings bythe use of a multiplicity of narrow rigid vertical fins, which projector depend from the lower faces of the wings and extend across the planesurface in the direction of the path of flight, while at the saine timethey arc spaced laterally from each other in a direction longitudinallyof the wings as shown more clearly in Figs. 2 and 9.

The lower edges of the fins may be straight or may conform to thecontour of thc wings as shown in the drawings.'

These ns prevent the dangerousi oscillation caused by the pressure ofthe wind rushing off or escaping alternately from the ends 'of the wingsfrom the inside, and of the side gusts of air from the outside, whilerushing in under the wings, which would have a tendency to upset themachine.

The tins are so arranged that when the wings are tipped laterally, thelower cxtrernity of each fin will terminate short ot' the plane of thelower extremity of thc next adjacent fin on the side thereof adjacentthe body of the machine, as shown more clearly in Fig. 9.

These fins form obstructions for the side llll Lacasse gusts of air sothat these air currents beu neath the planes or wings, instead ofdirectly striking .the vunder surface of the wings with considerableforce, tending to raise the wings or' planes, will lirst strike the-tinsas shown by the arrows in Fig. 9 and will pass from one fin to the otheracting upon the fins to cause the planes or wings to be lowered insteadof raised, thereby overcoming the dangerous oscillation oit the machineand the tendency of the side gusts` of air to upset the machine.

lll`he tins also serve to increase the directional stability of themachine, and prevents skidding or side-slipping of the machine duringthe turning of the machine.

The lateral stability or self-righting action of thewings is obtained bythese fins in conjunction with the short downwardly curved portion atthe top of the .leading edge of the-wings, as any sudden gusts of windattacking the wing from the ide will, owing to the backward dihedralangle of the Wing, strike the top of the downwardly turned edge of thewing and will assist the ns in preventing the rising action of thewings.

By the useof such fins, the Wings may also Vbe arranged in upwarddihedral angles with safety.

Arranged at the rear ot' each of the wings or planes. 126-28 and attheir outer ex@ tre1nities,.are rigid ailerons 32-33 which are,preferably pivoted intermediate their ends as at 34; upon suitablesupports 35,

4preferably lin a manner that they will be counterbalanced, and thelailerons, on the rev spective sides of the machine are connected inpairs to move in unison, by means of a suitable connecting element .36.The aile- 'rons arepreterably curved and so shaped that when in theirnormal positions as shown in ig. 10, the curves thereof will eoincidewiththe adjacent curved portions of the wings so as to formcontinuations of the v curves oftherespective wings onplanes and therebyfurther assist in arightinff the wings, A suitable stop 37 is providedfor the ailerons to prevent their rear edges from being depressl'elbelow their normal Apositions, with respect to the planes or wings, butthey are free tobe raised above their y normal positions and into thepositions shown by the dotted lines in Fig. 10. When the ailerons are intheir normal positions, or the position shown in iull lines in Fig. 10,there is a slight downward or negative air pressure thereon.' lVith thisconstruction and arrangement of the ailerons, theouter or fast travelingwing or plane, in turning, will be unobstructed, that is, there will beno additional drag upon the Wing as heretofore, thereby allowing themachine to turn on a short curve, or a more level heel than heretofore.

.,raised.

This is due to the tact that in turning, the outer aileron is maintainedin them to be deflected or warped in opposite directions; that is, whenit'has been desired Y to turn, the outer aileron or extremity of thewing has been depressed, while the inner aileron or extremity of thewing has been This results in equal drag on both of the wings, with thefurther result, that a dangerous angle is necessarily assumed by themachine when making a turn.

Obviously, the ailerons instead of being pivoted intermediate their endsand counterbalanced as shown in the drawings, may be hinged to the rearedges of the wings or planes, or they may beset into the wings orplanes.

The ailerons are preferably moved about their pivots by means of a cableor rope 38 which latter is carried to any suitable point convenient tothe operator.

Arranged adjacent the outer extremities of the lower wings or planes 2G,are pontoons 39 which serve to support the outer extremities of thewings when the machine is riding upon the water. These pontoons 39 maybeof any desired size and shape, but preferably conform to the contour ofthe wings or planes, and also to the tins 29, so ythat when the machineis 1n i1ghtthey Adirection toward and away from the plane,

and if desired, an elastic member al, preferably in the form of a springmay be provided between the wing and pontoon, which tendsl normally tomove the pontoon in a direction about its pivot, away from' the wing. Acable Ll2 or other suitable device may be provided for drawing thepontoon against the wing and against the stress of the elastic member41, so that the pontoon will act as a iin or obstruction to the aircurrents rushing in under oroi" ot the end of( the wing while themachine is in flight. By thus mounting the pontoons 39, they may bereleased and allowed to be nuwed awayirom the wingtsurface, while the,machine is descending, so that when it rides upon the Water,.thepontoons serve as shock absorbers.

The propeller 43 is arranged at the rear of the machine, and preferablywithin the angles formed by the planes or wings, and this propeller isdriven in a suitable manner,

such as by means of the driving chainor belt 44, from the motors 45,arranged within the body of the machine, thereby dispensing with thenecessity of mounting the motors upon a superstructure, and thepropeller.

` project some distance beyond the rear edges of the wings or planes,and preferably tapers from the bow to the stern. The rudder 47 isarranged uprightly, and is preferably counterbalanced so as to moveabout` pivots 48, and arms. 49 project laterally beyond the rudder, andto which arms cables 50 are connected which lead to a pointconvenientfor the operator, for swinging the rudder about`j its pivot. Ahorizontal tail plane 51 .is supported by means of a brace or frame52,"'adjacent the sternA of the machine and is provided with an apertureor opening 53 through which a tubular-upright 54 passes, and connectedwith the tail .plane 51, are cables 55--56 for swinging the tail inopposite direction about its pivot. The.

cable 55 extends into the tubular kmember 54,-

and the cable 56 also extends into thetubular member 54 over a pulley58, whilethe cables 50 extend into the tubular member 54 over pulleys59, thereby housing all of the cables to conceal them and prevent themfrom fouling. The stern of the body 25 is preferably tubular, as at 60,and the cables 50, and 56 pass respectively over the pulleys 61', 62 and63 to extend through -the tubular portions of the body to a convenientpoint for the operator,4 Obviously suitable braces and supports 64 maybe provided for the tubular member 54.

The body 25 is ,constructed to form adjacent the forward part thereof, acabin within which is arranged a control' o r tiller, designatedgenerally by the numeral 65 in Fig. 3, and to which the various cablesfor controlling the ailerons,'the rudder, and the tail or elevatingplanes are connected. The controlling mechanism' consists primarily of abody 66 having a recessed portion 67 with tubular extremities 68. Theseextremities are journaled in suitable bearings 69, and a tiller wheel 70having a stem 71 is provided for rocking the body 66 in its bearings.The

recense stem 71 projects into the body 66 and is rotatable therein, andsecured to the stem, within the recessed portion 67 of the body is anelement 72 comprising arms which project laterally from the stem 7l, andjournaled loosely upon the stem 71, within the recessed portion of thebody, and upon opposite sides of the element 72, are elements 73, 74which latter elements may be of any desired configuration, but arepreferably in the form of disks having portions of their peripheries eutaway, and each being provided with circumferential grooves in theirj'ieripheries which receive the cables 38 of the ailerons, the cablesfrom each aileron being secured to one of the elements, 78, 74.

The element 7 3 is provided with a downwardly projecting lug 75,standing on one side of one of the arms of element 72.y while theelement 74 is provided with an upwardly extending lug 76 standing on theopposite side of the other arm of the element 72, so that when the stem7l is rotated by means of the tiller wheel 70, one of the arms of theelement 72 Will engage the projections of the elements 73, 74 accordingto the direction of rotation of the wheel 70, and at the same time theother arm of the element 72 *will move away from the other projection.and the cables 88 are attached to the respective elements 73, 74 in sucha manner that one or the other of the ailerons will be raised while theother aileron will not be aiected by such movement of the tiller Wheel.Ob-

viously when the tiller wheel 70l is rotated in the opposite direction,the aileron which has been raised will be permitted to lower, while acontinuation of the movement oi the Wheel in the same direction, willraise the other aileron, as will be understood.

The cables 38 from the ailerons pass through the tubular extremities 68of the body 66 and over suitable pulleys to position them to be securedto the respective elements 72, 73. Secured to rock with the body 66,preferably to one of the tubular extremities 68, and Within the bearing69, is a disk or drum 77, which is provided with a grooved peripheryinto which the cables 55, 56 pass, and which cables are secured thereto,so that when the member 66 is rocked in its bearings by moving thetiller wheel 70 for,- wardly or backwardly, the cables 55 or 56 willbeadjusted so as to raise or lower the tail or elevator plane 51,according to the direction of the movement of the body 66.

The rudder is controlled by another tiller wheel 78 which is preferablyof a size smaller than the wheel 70'and is located adjacent the latterand in such a position that the operator when grasping the wheel 70, maylikewise grasp the wheel 78, or if desired may grasp only the wheel 70or the wheel 78. This Wheel 78 is connected 'with Laender l the stem 79,which pre'lerablyV telescopes.

, vided with grooved periphery into which Vany desirablepr suitablemanner,

the cables 50 leading from the rudderextend, and which cables aresecured to the dish or drum 81, so that the cable on one side of therudder will be wound upon the disk or drum, while the cable connectedwith the otherside oi the rudder will be paid out from the dislrcrdrum,rto permit the rudder to swung about its pivot in the desireddirection. These cables 50 pass into the tubular extremities 68 ot thebody 66 over suitable pulleys.

Thus it will be manifest that the various parts may be adjusted andcontrolled by the respective movements of the controlling elements, andall or' these parts are controlled by the hands of the operator, therebydispensing with the necessity of levers or adjusting device, to be movedby the movements of the body, arms or feet of the operator, or themovement Othis hands, leavinc his body, arms and reet free.

he 'forwardv part of the body 25 is preferably curved upwardly as at 82,and the bottomof the body is shaped to form steps 83, 8d, and a portionof the body is shaped to form, side Walls between the steps. The uprightportions of these steps are pro vided with a series of apertures oropenings 86, and a chamber y87 .is arranged in the body adjacent each ofthe series of openings. 'l'.hese chambers may be formed in and leadingtherefrom are passages 88, which prei'- erably project beyondjthe sidesof the body into the open airfandthe outer extremities of the passagesare preferably flared to form funnel shaped entrances 89 for the forwardpassages, andl tunnel shaped entrances 90 Jfor the rearwardfpassages, sothat when the machine is in motion, outside air will be forced into thepassages, to the chambers 87, and -from there, will be `dischargedthrough the openings 86 toward the stern of the body. I

This will -`forni streams of air discharging from these openings, thepresence of which air prevents the formations oi eddy currents orsuction, commonly hnovvn as drag, ,in the rear of the body duringflight, and also s the function of forming sheets of air bles upon whichthe body rests while upon the water, so that when the i ty is leavingthe water, only a small for rd sari ci? the bottom thereof rests upon'the water, and as the air is i'ed into ther-se tunnel shaped openings,it will have considerable pressure and will be discharged with sometorce through the openings.

rEhe cabin in the body is provided with a closure in the :form bi' roof,and this clo-- sure is so constructed that it may be readily7 opened andswung :tree of the cabin to pcrmit a ready or hasty exit. The forwardpart of the closure preferably comprises two sections 90-91 havingtransparent openings therethrough, and are preferably hinged on uprightpivots 92 on opposite sides of the body, so as to divide the roof oi'this portion into two sections, and which sections swing with thesections 91, and 92 to open the forward portion of the cabin. rlhe root'of the rear portion of: the cabin comprises two sections 93, which arehinged on horizontal pivots 9d and are adapted to be readily and quicklyraised from the dotted line position to the full line position shown inFig. l when desired. Thus it will be manifest that in order to open thecabin, all that is necessary is to swing the front sections 91 abouttheir pivots, and raise the sections 93 ci? the roof covering the rearportion of the cabin, thereby forming a ready and unobstructed exit fromthe machine, and at the saine tinie providing a body or Ycabin having alimousine effect.

A search light 94 may be provided through the inclined portion 82 of thebow of the body, and signal lights 95 may be provided at the outerextremities or' the planes or wings.

While in the present Iexempliiication of this invention, there is showna preferred forni otconstruction and arrangement of the various parts,it is to be understood that various changes may be made therein withoutdeparting from the spirit of the invenn tion, and while the invention isdisclosed as being applicable to biplanes, it is to be un derstoodthatit may as readily be applied to monoplanes, triplanes, quadroplanes orany other form of planes, with equal eiiiciencyn y What is claimed asnew is 1. A curved aeroplane Wing having its body forming a deep camberadjacent the forward edge othe Wing to a point adjacent the center ofthe Wing chord, and terminating in a slight negative curve adjacent therear edge oi the wing, an aileron supported adjacent the rea-r edge ofthe wing lfor upward deflection with respect to the wing, said aileronforming, a continuation of the adjacent curve, when'in a normal positionwith respect to the wing, and means for preventing the aileron. frombeing depressed or deflected below such normal plane.

9. A curved aeroplane wing having its body forming 'a Adeep cainberadjacent its :forward edge and a slight negative curve adjacent its rearedge, and Ens conforming to the contour of and dependingl from andextending entirely across the lower face of the Wing, said iins beingarranged trans versely with respect to the wing, the lower extremity ofeach n terminatingshort of the. lower extremity of the next adjacent finon the -side thereof adjacent the innel end -of the wing.

3. A curved aeroplane wing having its body forming a deep camberadjacent its forward edge and a slight negative curve adjacent its `rearedge and tins conforming to the contour and depending from and extendingentirely acro the lower face of the wing, said iins being arrangedtransversely1 with respect to the wing, and spaced laterally from eachother in directions lengthwise of the wing, the lower extremity of eachiin terminatin short of the lower extremity' of the next a jacent fin onthe side thereof adjacent the inner end of the wing.

et. A wing for air crafts and the like, said wing embodying a bodyframe, a single rigid surface securedto the frame, the faces of whichsurface are'l'parallel, and tins secured to and projecting below thelower face of the wing, the lower extremity of each fin terminatingshort of the lower extremity of -the next adjacent iin on the sideadjacent the inner end of the wing.

5. A wing for air crafts and the like, said wing embodying a body frame,a single rigid surface secured to the frame, the faces of which surfaceare parallel, and rigid fins secured to and projecting below the lowerface of the wing, the lower extremity of each iin terminatin short ofthe lower extremity of the next ad] acent inon the side adjacent theinner end of the wing.

6. A wing for air crafts and the like, said win embodying a body frame,a single ri surface secured to said frame, the faces o which surface areparallel, ,and rigid tins secured to and projecting below the lower faceof the wing, said fins being arranged parallel in the direction offlight of the wings, the lower extremity of each iin terminating shortof the lower extremity of the next adjacent iin on the side adjacent theinner lend of the wing.

7. A wing for air crafts and the like, said wing embodying a body frame,a single rigid surface secured to said frame, the faces of which surfaceare parallel, and rigid iins secured to and projecting below the lowerface of the wing, said ins being arranged parallel, transversely of thewing and spaced from each other lengthwise of the planes, the lowerextremity of each fin terminating short of the lower extremity of thenext Vframe, the rear of the wing terminating in a ri 'd curve, acounter-balanced aileron pivotafly mounted adjacent the lwing and beingcurved to coincide with the said curve of the wing, and provisions forlimiting the movement of the aileron about its pivot in one direction.

9. A wing for air crafts and the like, said wing having its body formedof a frame and a single rigid surface secured to the frame, the rear ofthe wing terminating in a rigid curve, an aileron pivotally mounted adjaccnt the' wing and being curved to coincide with the said curve of thewing, and provisions for preventing a n'ioveinent of the aileron belowthe plane of the coinciding relation of the curve thereof with the saidcurve of the wing.

10. The combination of a supporting structure, wings projectinglaterally therefrom, said wings having rearward dihedral angles andembodying a body frame, a sinn gle rigid surface secured to the lowerface ofthe frame, the wing adjacent the front edge having a deep cambcrextending uniformly throughout the entire length of the Wing, the rearportion of the wing tcrminat ing in a rigid negative curve extendingunie formly throughout the length of the wing, the leading and trailingedges of the wing being non-flexible, rigid ns depending from the lowerface of the wing and g tending entirely thereacross, said tins beinglaterally spaced from each other in a direction lengthwise of the wing,a counterbalanced and rigid aileron pivotally mounted adjacent the rearof each' wing and being curved to coincide with the said negative curveof the wing, and a stop for preventing movement of the outer edge of theaileron below vthe plane of coinciding relation of the curve thereofwith the said negative curve of the wing.

In testimony whereof I have signed my name to this specification, in thepresence of: two subscribing witnesses, on this 22nd day of October A.D. 1913.

THOMAS l). BROOKE.

